U.S. patent application number 15/688051 was filed with the patent office on 2018-03-08 for method and device for controlling a vehicle.
This patent application is currently assigned to Robert Bosch GmbH. The applicant listed for this patent is Robert Bosch GmbH. Invention is credited to Gian Antonio D' Addetta, Sybille Eisele, Johannes Foltin, Bastian Reckziegel, Erich Sonntag.
Application Number | 20180065626 15/688051 |
Document ID | / |
Family ID | 61197703 |
Filed Date | 2018-03-08 |
United States Patent
Application |
20180065626 |
Kind Code |
A1 |
Reckziegel; Bastian ; et
al. |
March 8, 2018 |
METHOD AND DEVICE FOR CONTROLLING A VEHICLE
Abstract
A method for controlling a vehicle. A piece of hazard area
information, which represents at least one hazard area in the
surroundings of the vehicle, and a piece of approach information,
which represents an approach to the vehicle of at least one further
vehicle driving next to the vehicle, are read in. Using the
approach information, at least one collision parameter of a
collision between the vehicle and the further vehicle is
ascertained. Finally, a control signal is generated, using the
collision parameter and the hazard area information, to steer the
vehicle in a direction facing away from the hazard area.
Inventors: |
Reckziegel; Bastian;
(Kirchheim/Nabern, DE) ; Sonntag; Erich; (Marbach
Am Neckar, DE) ; D' Addetta; Gian Antonio;
(Stuttgart, DE) ; Foltin; Johannes; (Ditzingen,
DE) ; Eisele; Sybille; (Hessigheim, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Robert Bosch GmbH |
Stuttgart |
|
DE |
|
|
Assignee: |
Robert Bosch GmbH
Stuttgart
DE
|
Family ID: |
61197703 |
Appl. No.: |
15/688051 |
Filed: |
August 28, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 30/0956 20130101;
B60W 2720/103 20130101; B60W 30/09 20130101; B60W 2720/125
20130101; B60W 2552/30 20200201; B60W 30/0953 20130101; B60W
2720/24 20130101 |
International
Class: |
B60W 30/09 20060101
B60W030/09; B60W 30/095 20060101 B60W030/095 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 5, 2016 |
DE |
102016216738.3 |
Claims
1. A method for controlling a vehicle, the method comprising:
reading in a piece of hazard area information, which represents at
least one hazard area in the surroundings of the vehicle, and a
piece of approach information, which represents an approach to the
vehicle of at least one further vehicle driving beside the vehicle;
ascertaining at least one collision parameter of a collision
between the vehicle and the further vehicle, using the approach
information; and generating a control signal, using the collision
parameter and the hazard area information, to steer the vehicle in
a direction facing away from the hazard area.
2. The method of claim 1, further comprising: determining a counter
momentum value dependent on the momentum value, using the collision
parameter and the piece of hazard area information; wherein, in the
ascertaining, a momentum value of a momentum transmitted during the
collision from the further vehicle to the vehicle is ascertained as
the collision parameter, and wherein in the generating, the control
signal is generated using the counter momentum value.
3. The method of claim 2, wherein, in the ascertaining, a momentum
value is ascertained as the collision parameter, which represents a
momentum predetermined using a surroundings sensor system of the
vehicle.
4. The method of claim 2, wherein, in the determining, a control
point in time, at which the control signal is to be generated, is
determined using the counter momentum value and, in the generating,
the control signal is generated at the control point in time.
5. The method of claim 4, further comprising: comparing the counter
momentum value to a reference value, wherein, in the determining,
the control point in time is determined so that, in the generating,
the control signal is generated after the collision between the
vehicle and the further vehicle when it is derived from the
comparison that the counter momentum value is smaller than the
reference value, and/or is determined so that, in the generating,
the control signal is generated prior to and/or during the
collision between the vehicle and the further vehicle when it is
derived from the comparison that the counter momentum value is
greater than the reference value.
6. The method of claim 2, further comprising: transmitting the
counter momentum value to a communication interface for
communication with at least one other road user.
7. The method of claim 1, wherein, in the reading in, a lateral
distance of the vehicle from the hazard area is read in as the
hazard area information, and/or a piece of information which
represents a lateral speed and/or a lateral acceleration and/or a
distance and/or an approach angle of the further vehicle relative
to the vehicle and/or a contact of the vehicle by the further
vehicle and/or a size and/or a weight and/or a vehicle type of the
further vehicle is read in as the approach information.
8. The method of claim 1, wherein, in the generating, the control
signal is generated to activate a steering system of the vehicle
and/or to decelerate the vehicle to one side.
9. The method of claim 1, wherein, in the reading in, a piece of
roadway information, which represents a course of a roadway
traveled by the vehicle, is read in, in the generating the control
signal being generated using the roadway information.
10. A device for controlling a vehicle, comprising: a reading
arrangement to read in a piece of hazard area information, which
represents at least one hazard area in the surroundings of the
vehicle, and a piece of approach information, which represents an
approach to the vehicle of at least one further vehicle driving
beside the vehicle; an ascertaining arrangement to ascertain at
least one collision parameter of a collision between the vehicle
and the further vehicle, using the approach information; and a
generating arrangement to generate a control signal, using the
collision parameter and the hazard area information, to steer the
vehicle in a direction facing away from the hazard area.
11. A computer readable medium having a computer program, which is
executable by a processor, comprising: a program code arrangement
having program code for controlling a vehicle, by performing the
following: reading in a piece of hazard area information, which
represents at least one hazard area in the surroundings of the
vehicle, and a piece of approach information, which represents an
approach to the vehicle of at least one further vehicle driving
beside the vehicle; ascertaining at least one collision parameter
of a collision between the vehicle and the further vehicle, using
the approach information; and generating a control signal, using
the collision parameter and the hazard area information, to steer
the vehicle in a direction facing away from the hazard area.
12. The computer readable medium of claim 11, further comprising:
determining a counter momentum value dependent on the momentum
value, using the collision parameter and the piece of hazard area
information; wherein, in the ascertaining, a momentum value of a
momentum transmitted during the collision from the further vehicle
to the vehicle is ascertained as the collision parameter, and
wherein in the generating, the control signal is generated using
the counter momentum value.
13. The method of claim 2, wherein, in the determining, a control
point in time, at which the control signal is to be generated, is
determined using the counter momentum value and, in the generating,
the control signal is generated at the control point in time
representing a point in time prior to and/or during the collision.
Description
RELATED APPLICATION INFORMATION
[0001] The present application claims priority to and the benefit
of German patent application no. 10 2016 216 738.3, which was filed
in Germany on Sep. 5, 2016, the disclosure of which is incorporated
herein by reference.
FIELD OF THE INVENTION
[0002] The present invention is directed to a device and to a
method. The present invention also relates to a computer
program.
BACKGROUND INFORMATION
[0003] Driver assistance systems exist, with the aid of which a
vehicle may be kept in the lane. The regulation is in particular
based on the road geometry. In general, a fixed distance from
roadway markings is maintained to keep the vehicle centered. Only
in curve situation may a deviation from the centered mode of
driving occur. The driver assistance systems may be configured in
such a way that the lateral acceleration during driving is low to
prevent impairing the comfort of the driver. Furthermore, lane
change assistance systems exist for comfortably changing lanes.
These systems are intended to avoid accidents.
[0004] Integrated safety systems may utilize surroundings sensors
such as video and radar sensors, as they are frequently used for
comfort systems or assistance systems, to predict accidents.
Possible system reactions range, for example, from a crash
prediction, which in general is confirmed by contact sensors prior
to an airbag deployment, also referred to as integrated collision
detection side or IDS, to systems which already respond prior to
the impact, also referred to as pre-triggers.
[0005] Other integrated safety functions have the goal of
mitigating the accident severity by optimally aligning the opposing
accident parties with respect to one another, also referred to as
crash alignment.
[0006] Furthermore, brake assistance systems are known, also
referred to as secondary collision mitigation, which are able to
brake a vehicle to a standstill after an initial collision with an
opposing accident party to prevent secondary collisions, or to
mitigate the accident severity of secondary collisions, for example
when the driver is injured or unconscious.
SUMMARY OF THE INVENTION
[0007] Against this background, the approach described here
introduces a method for controlling a vehicle, a device which uses
this method, and finally a corresponding computer program as
described herein. The measures described herein allow advantageous
refinements of and improvements on the device described herein.
[0008] A method for controlling a vehicle is introduced, the method
including the following steps:
reading in a piece of hazard area information, which represents at
least one hazard area in the surroundings of the vehicle, and a
piece of approach information, which represents at least one
further vehicle driving next to the vehicle which is approaching
the vehicle; ascertaining at least one collision parameter of a
collision between the vehicle and the further vehicle, using the
piece of approach information; and generating a control signal,
using the collision parameter and the piece of hazard area
information, to steer the vehicle in a direction facing away from
the hazard area.
[0009] A vehicle may be understood to mean a motor vehicle, such as
a passenger car or a truck. In particular, the vehicle may be a
partially, highly or fully automated vehicle. A hazard area may,
for example, be understood to mean a possible collision object,
such as a tree, a rock, a post, a person or a parked or oncoming
vehicle. The hazard area, however, may also be an unguarded
precipice or a, for example unpaved, shoulder. The piece of hazard
area information may, for example, represent a lateral or
longitudinal position of the hazard area relative to the vehicle.
The further vehicle may be a passing vehicle, for example. The
piece of approach information may, for example, be a relative
speed, a relative acceleration or a distance of the further vehicle
relative to the vehicle, or also a trajectory of the further
vehicle. Depending on the specific embodiment, the piece of hazard
area information or the piece of approach information may be a
piece of information generated using a surroundings sensor of the
vehicle. The piece of approach information may also be a piece of
information generated using a pressure or acceleration sensor of
the vehicle, for example, which may be generated by the contact
with another vehicle, for example. The piece of hazard area
information or the piece of approach information may alternatively
be read in via a communication interface of the vehicle, such as
for car-to-car or car-to-infrastructure communication.
[0010] The collision may be a predicted, for example with the aid
of a surroundings sensor, or an actual collision between the
vehicle and the further vehicle. A collision parameter may be a
predicted or actual momentum, which acts on the vehicle during the
collision, a collision point in time or a collision location.
[0011] The control signal may be generated, for example, for
activating a steering or brake actuator or an engine control unit
of the vehicle.
[0012] The piece of hazard area information and/or the piece of
approach information may be read in, in the step of reading in, in
particular prior to and/or during the collision. In the step of
ascertaining, the collision parameter may also in particular be
ascertained prior to and/or during the collision.
[0013] The approach described here is based on the finding that it
is possible, by automatically countersteering, to prevent a vehicle
which is pushed laterally by another vehicle, for example suddenly
cutting into the lane, from colliding with a hazard area, such as
an object situated on the roadside. In particular, a passing
vehicle, in an effort to avoid oncoming traffic, may push another
vehicle so far off the road when steering back into its own driving
lane that this other vehicle is placed at risk. The pushed vehicle
may now generate a corresponding counter momentum, for example
based on a prediction of a lateral collision between the vehicle
sides of the two vehicles, such as by slight countersteering,
whereby the driver of the pushed vehicle may be protected against a
secondary collision with a laterally located hazard area.
[0014] According to one specific embodiment, in the step of
ascertaining, a momentum value of a momentum transmitted during the
collision from the further vehicle to the vehicle may be
ascertained as the collision parameter. In a step of determining, a
counter momentum value dependent on the momentum value may be
determined, using the collision parameter and the piece of hazard
area information. Accordingly, in the step of generating, the
control signal may be generated using the counter momentum value.
The momentum value may refer to a momentum transmitted during a
collision which has occurred or to a momentum presumably
transmitted during an impending collision. The collision parameter
may have been detected with the aid of surroundings sensors, for
example. This is advantageous when a counter momentum is to be
built up already prior to an actual contact. In this way, the
vehicle may be prevented with high reliability from crashing
against the hazard area when colliding with the further
vehicle.
[0015] Furthermore, in the step of ascertaining, a momentum value
may be ascertained as the collision parameter, which represents a
momentum predetermined using a surroundings sensor system of the
vehicle. In this way, the necessary counter momentum may already be
determined prior to an actual collision, i.e., without a
transmitted momentum, based on a momentum estimated or anticipated
with the aid of the surroundings sensor system, so that it is
possible to act already prior to the contact.
[0016] Instead of explicitly calculating a momentum to be expected,
a fixed momentum may also be used per vehicle type to determine the
counter momentum value. The fixed momentum may be indirectly linked
to a range of a momentum intensity, for example. For example, a
larger momentum may be used for a truck or an SUV than for a
compact car. The vehicle type may be determined via a surroundings
sensor system, for example. It is possible to use a fixed momentum
and/or a momentum intensity per vehicle type independently of a
certain relative speed.
[0017] Alternatively, it is also possible to assume and/or estimate
a weight per vehicle type, and to determine/estimate a momentum
based on a relative speed ascertained, for example, with the aid of
a surroundings sensor system. For the estimation of the weight, for
example, the volume of a vehicle may be ascertained or estimated,
and a weight estimation may be carried out based on the volume and
an assumed weight per volume. It is also possible to compare
recognized vehicles to a database, and to ascertain a weight of the
vehicle based on the database. Moreover, it is conceivable to
ascertain the number of occupants and, if necessary, the load
condition with the aid of a surroundings sensor system to achieve a
better weight estimation.
[0018] A momentum need not necessarily be understood here to mean a
product of vehicle weight and its speed, or a relative speed. The
speed or relative speed alone is sufficient for one specific
embodiment of the method. The momentum, or a counter momentum
value, may consequently also only be a speed or a relative
speed.
[0019] According to one further specific embodiment, in the step of
determining furthermore a control point in time, at which the
control signal is to be generated, may be determined, using the
counter momentum value. In the step of generating, the control
signal may be generated at the control point in time. In this way,
timely countersteering of the vehicle may be ensured.
[0020] The method may moreover include a step of comparing the
counter momentum value to a reference value. In the step of
determining, the control point in time may be determined in such a
way that, in the step of generating, the control signal is
generated after the collision between the vehicle and the further
vehicle when it is derived from the comparison that the counter
momentum value is smaller than the reference value. In addition or
as an alternative, in the step of determining, the control point in
time may be determined in such a way that, in the step of
generating, the control signal is generated prior to and/or during
the collision between the vehicle and the further vehicle when it
is derived from the comparison that the counter momentum value is
greater than the reference value. In this way, excessive or
insufficient countersteering of the vehicle may be avoided.
[0021] Furthermore, the method may include a step of transmitting
the counter momentum value to a communication interface for
communication with at least one other road user. The communication
interface may be a wireless interface to other vehicles or to an
infrastructure unit, for example, such as a traffic light or a
central data server. The efficiency of the method may be increased
by this specific embodiment.
[0022] According to one further specific embodiment, a lateral
distance of the vehicle from the hazard area may be read in as the
piece of hazard area information in the step of reading in. In
addition or as an alternative, a piece of information which
represents a lateral speed, a lateral acceleration, a distance or
an approach angle of the further vehicle relative to the vehicle, a
contact of the vehicle by the further vehicle, or a size, a weight
or a vehicle type of the further vehicle, or a combination of at
least two of the described variables, may be read in as the piece
of approach information. As a result of this specific embodiment,
it is possible to apply the countersteering input of the vehicle
with high precision.
[0023] It is advantageous when, in the step of generating, the
control signal is generated to activate a steering system of the
vehicle or, in addition or as an alternative, to decelerate the
vehicle to one side. In this way, the vehicle may be steered with
low deceleration in the direction facing away from the hazard
area.
[0024] Furthermore, in the step of reading in, a piece of roadway
condition information which represents a course of a roadway
traveled by the vehicle may be read in. Accordingly, in the step of
generating, the control signal may be generated using the piece of
roadway information. For example, the piece of roadway information
may represent a course of a lane marking or of a roadside, or a
roadway or lane width. The piece of roadway information may have
been detected by a surroundings sensor of the vehicle, for example.
With this specific embodiment, it may be ensured that the vehicle
does not run off the roadway during the collision with the further
vehicle.
[0025] This method may be implemented in software or hardware or in
a mixed form made up of software and hardware, for example in a
control unit.
[0026] The approach described here furthermore creates a device
which is configured to carry out, activate or implement the steps
of one variant of a method described here in corresponding devices.
The object underlying the present invention may also be achieved
quickly and efficiently by this embodiment variant of the present
invention in the form of a device.
[0027] For this purpose, the device may include at least one
processing unit for processing signals or data, at least one memory
unit for storing signals or data, at least one interface to a
sensor or an actuator for reading in sensor signals from the sensor
or for outputting data signals or control signals to the actuator
and/or at least one communication interface for reading in or
outputting data which are embedded into a communication protocol.
The processing unit may be a signal processor, a microcontroller or
the like, for example, it being possible for the memory unit to be
a Flash memory, an EPROM or a magnetic memory unit. The
communication interface may be configured to read in or output data
wirelessly and/or in a wire-bound manner, a communication interface
which is able to read in or output wire-bound data being able to
read these data in, for example electrically or optically, from a
corresponding data transmission line or output these into a
corresponding data transmission line.
[0028] A device may presently be understood to mean an electrical
device which processes sensor signals and outputs control and/or
data signals as a function thereof. The device may include an
interface which may be configured as hardware and/or software. In
the case of a hardware design, the interfaces may, for example, be
part of a so-called system ASIC which includes a wide variety of
functions of the device. However, it is also possible for the
interfaces to be separate integrated circuits, or to be at least
partially made up of discrete elements. In the case of a software
design, the interfaces may be software modules which are present on
a microcontroller, for example, in addition to other software
modules.
[0029] In one advantageous embodiment, the device carries out a
control of the vehicle. For this purpose, the device may access
sensor signals, for example, such as acceleration, pressure,
steering angle or surroundings sensor signals. The activation takes
place via actuators, such as brake or steering actuators, or an
engine control unit of the vehicle.
[0030] In addition, a computer program product or computer program
is advantageous, having program code which may be stored on a
machine-readable carrier or storage medium such as a semiconductor
memory, a hard disk memory or an optical memory, and which is used
to carry out, implement and/or activate the steps of the method
according to one of the specific embodiments described above, in
particular if the program product or program is executed on a
computer or a device.
[0031] Exemplary embodiments of the present invention are shown in
the drawings and are described in greater detail in the following
description.
[0032] In the following description of favorable exemplary
embodiments of the present invention, identical or similar
reference numerals are used for similarly acting elements shown in
the different figures, and a repeated description of these elements
is dispensed with.
BRIEF DESCRIPTION OF THE DRAWINGS
[0033] FIG. 1 shows a schematic representation of a vehicle
including a device according to one exemplary embodiment.
[0034] FIG. 2 shows a schematic representation of a device
according to one exemplary embodiment.
[0035] FIG. 3 shows a schematic representation of a collision
between a vehicle including a device according to one exemplary
embodiment and a further vehicle.
[0036] FIG. 4 shows a flow chart of a method according to one
exemplary embodiment.
DETAILED DESCRIPTION
[0037] FIG. 1 shows a schematic representation of a vehicle 100
including a device 102 according to one exemplary embodiment.
Vehicle 100 drives on a two-lane roadway 104 by way of example and
is passed by a further vehicle 106. Further vehicle 106 is about to
cut into the lane of vehicle 100 in order to avoid an oncoming
vehicle 108, in this instance a truck. Vehicle 100 drives toward a
hazard area 110 situated on the right edge of roadway 104.
[0038] Hazard area 110 is illustrated by a tree by way of example
in FIG. 1. During a collision between the two vehicles 100, 106,
there is now the risk that vehicle 100, as a result of the force of
the collision, is thrown off course in such a way that it crashes
against hazard area 110, thus resulting in a secondary collision of
vehicle 100. The respective locations of the two collisions are
marked schematically with two stars in FIG. 1.
[0039] Device 102 is configured to read in a piece of hazard area
information 112 representing hazard area 110 and a piece of
approach information 114. Piece of approach information 114
represents further vehicle 106 approaching vehicle 100 during the
passing or cutting-in maneuver. According to this exemplary
embodiment, device 102 reads in the two pieces of information 112,
114 from a surroundings sensor 115 for detecting surroundings of
vehicle 100. Alternatively, at least piece of approach information
114 is provided by an acceleration or pressure sensor of vehicle
100, for example upon contact of further vehicle 106 with vehicle
100. Furthermore, device 102 is configured to generate a control
signal 116, using the two pieces of information 112, 114, which
steers vehicle 100 in a direction facing away from hazard area 110
in a timely manner to avoid the secondary collision with hazard
area 110. For example, at least one actuator 118 of vehicle 100,
such as a steering or brake actuator, is suitably activated with
the aid of control signal 116 to effectuate a corresponding change
of direction.
[0040] The trajectories of the three vehicles 100, 106, 108 are
each indicated by arrows.
[0041] Different exemplary embodiments of the approach described
here are described again hereafter in other words.
[0042] Passing maneuvers in blind spots may become very dangerous
since oncoming traffic may emerge suddenly and unexpectedly.
Depending on the relative speed of passing vehicle 106 and of
oncoming vehicle 108, the situation may be mitigated by a
deceleration of passing vehicle 106. At a high relative speed, the
deceleration may not necessarily avert the risk. In addition to a
high relative speed, the reaction of vehicle 100 may also prevent a
mitigation of the situation, for example when synchronous braking
takes place, and thus further vehicle 106 is prevented from cutting
into the lane. The driver of further vehicle 106 will thus attempt
to mitigate the situation by steering back into the right lane.
This may take place consciously or unconsciously since the driver
instinctively wants to protect his or her life.
[0043] The steering back action causes a collision between the two
vehicles 100, 106, vehicle 100 experiencing a lateral momentum. The
lateral momentum may cause vehicle 100 to run off roadway 104 and,
for example, to have a serious crash against a tree situated next
to roadway 104. Since the accident, from the lateral impact to the
impact with the tree, happens within a very short time, or vehicle
100 after the impact behaves differently than after a steering
maneuver, it is not very likely that a simple lane-keeping
assistant system would be able to prevent the accident. Although a
secondary collision mitigation function, such as was mentioned
above, could attempt to decelerate vehicle 100 in the lane, this is
difficult due to the shortness of the available time.
[0044] To protect himself or herself, the driver of further vehicle
106 carries out a partially inappropriately strong steering
movement, for example. After the impact of further vehicle 106 with
vehicle 100, vehicle 100 thus runs off roadway 104 further than is
necessary. This is above all due to the fact that the driver of
vehicle 100 does not anticipate and is not able to anticipate a
lateral impact.
[0045] Via one or multiple surroundings sensors 115, vehicle 100
detects a possible hazard area 110 on the roadside, for example in
the form of a tree, of a rock, of a pillar, of a tanker truck, of a
person or of an unguarded precipice. In addition to the presence of
hazard area 110, surroundings sensor 115 also, for example, detects
its longitudinal or lateral position relative to vehicle 100 and
transmits these data in the form of hazard area information 112 to
device 102.
[0046] Furthermore, vehicle 100 detects passing vehicle 106 and its
approach to vehicle 100. From the approach, for example from a
lateral speed or acceleration, a distance between the two vehicles
100, 106 or optional further parameters of further vehicle 106, for
example a size, a vehicle type, a weight or an approach angle,
device 102 ascertains a collision parameter, for example the
presumable momentum during the collision between the two vehicles
100, 106. From the, in particular, lateral position of hazard area
110 and the collision parameter, i.e., for example, the presumable
momentum of further vehicle 106, according to one exemplary
embodiment device 102 ascertains a counter momentum, which is
necessary to prevent vehicle 100 from colliding with hazard area
110 after the initial collision with further vehicle 106, or to
enter the area of influence of hazard area 110, for example when
hazard area 110 is the edge of the road.
[0047] In addition to the protection of its own driver, this may
also be considered as a kind of orientation aid for further vehicle
106. Further vehicle 106 has sufficient space or a maximally
available space to prevent its collision, without placing vehicle
100 at risk at the same time. The steering maneuver of further
vehicle 106 becomes more controlled due to the interception of the
already inevitable accident and places fewer road users at
risk.
[0048] The primary goal, however, is to protect the driver of
vehicle 100 since further vehicle 106, due to cooperative behavior
of oncoming vehicle 108, typically thereafter is given even more
space.
[0049] Instead of a vehicle, the oncoming object may also be a
general hazard area for the passing driver, for example objects
situated on roadway 104, such as trees, rocks, cargo, stationary
vehicles, wild animals or also road users particularly at risk,
such as pedestrians or bicyclists, who may provoke a strong
response by the passing driver.
[0050] In principle, the hazard area for the two vehicles 100, 106
may be same objects. In the case of passing vehicle 106, however,
the hazard area is generally situated ahead of the vehicle at the
start of the situation, and beside the driving path at the end of
the situation, and in the case of vehicle 100 it is situated beside
the driving path at the start, and after the collision ahead of the
vehicle or also, in the case of automatic countersteering with the
aid of device 102, beside the driving path.
[0051] According to one exemplary embodiment, device 102 determines
a control point in time at which the counter momentum is generated,
as a function of an intensity of the required counter momentum. For
example, a small counter momentum may be sufficient for
countersteering after the collision. Such a small counter momentum
may be generated by a standard lane-keeping assistant system, for
example. If a large counter momentum is necessary, countersteering
prior to the collision may be sufficient. The advantage is in the
large tolerance with respect to measuring errors: When the
countersteering does not take place until after the contact between
the two vehicles 100, 106, then a plausibility check is carried
out, for example via a contact sensor of vehicle 100, so that a
potentially unpleasant countersteering for the driver is
prevented.
[0052] According to one further exemplary embodiment, device 102
takes a geometry of further vehicle 106 or of the oncoming object
and the road conditions into consideration in the generation of
control signal 116. In this way, for example, the counter momentum
is adapted so markedly that further vehicle 106 is protected, and
vehicle 100, for the protection of its own driver, does not drive
too closely to hazard area 110. This has the advantage that the
reaction is adapted to the specific driving situation, and vehicle
100 is not pushed away so strongly to the edge of the road or
beyond the edge of the road toward hazard area 110. Traversing the
edge of the road carries the risk that vehicle 100 may start
skidding due to the undefined surface of the shoulder. As long as
passing vehicle 106 remains sufficiently protected, device 102
through suitable countersteering prevents vehicle 100 from veering
too far off roadway 104 beyond the edge of the road.
[0053] Optionally, device 102 reports the counter momentum via an
air interface to other road users, so that these may prepare.
Oncoming vehicle 108, for example, may thus make even more room or,
in turn, prepare for a side collision.
[0054] According to one further exemplary embodiment, vehicle 100
does not detect further vehicle 106 with the aid of surroundings
sensor 115, for example in the case of an exclusively anticipatory
sensor system, but the reaction is detected relatively late by a
side collision sensor of vehicle 100, and the counter momentum is
generated by a deliberate braking intervention with the aid of ESP,
for example. This may take place in a model-based manner, for
example assuming a collision with a compact car. In this way, the
approach described here may be implemented particularly
cost-effectively.
[0055] According to one further exemplary embodiment, approach
information 114 is sent via cooperative systems, such as via
car-to-car communication, to vehicle 100. For example, data such as
geometry or speed of further vehicle 106 are transmitted as
approach information 114 to vehicle 100 and utilized for the
determination of the procedure, for example for the application of
the counter momentum.
[0056] FIG. 2 shows a schematic representation of a device 102
according to one exemplary embodiment, for example a device
described above based on FIG. 1. Device 102 includes a read-in unit
210 for reading in hazard area information 112 and approach
information 114. For example, read-in unit 210 is configured to
read in at least one of the two pieces of information 112, 114 via
a communication interface for the communication with other road
users or a central data server. For example, read-in unit 210 is
configured for the data exchange via car-to-car or
car-to-infrastructure communication. In general, however, read-in
unit 210 reads in hazard area information 112, and above all
approach information 114, from on-board sensors. The reading in of
the two pieces of information 112, 114 may alternatively also take
place via a wired data link. An ascertainment unit 220 is
configured to ascertain at least one collision parameter 225 of a
presumable or also actual collision between the vehicle and the
further vehicle, using approach information 114. In particular,
ascertainment unit 220 is configured to ascertain a momentum value,
which represents a momentum transmitted during the impact of the
further vehicle with the vehicle, as collision parameter 225. A
generation unit 230 is configured to receive piece of hazard area
information 112 from read-in unit 210, and collision parameter 225
from ascertainment unit 220, and to generate control signal 116,
using hazard area information 112 and collision parameter 225.
[0057] According to this exemplary embodiment, device 102 includes
an optional determination unit 235, which is configured to receive
collision parameter 225 from ascertainment unit 220, and piece of
hazard area information 112 from read-in unit 210, and to use these
to determine a counter momentum value 237 of a counter momentum
necessary for countersteering dependent on the momentum value, and
forward this to generation unit 230. Generation unit 230 is
configured to generate control signal 116 using counter momentum
value 237.
[0058] Optionally, determination unit 235 is configured to output
counter momentum value 237 to the communication interface. In this
way, the counter momentum value may be received or further
processed by other road users, for example.
[0059] According to one further exemplary embodiment, read-in unit
210 is configured to read in a piece of roadway information 240,
which represents a course of the roadway traveled by the vehicle,
in addition to hazard area information 112 and to approach
information 114. Read-in unit 210 forwards roadway information 240
to generation unit 230, which processes roadway information 240 for
the generation of control signal 116.
[0060] FIG. 3 shows a schematic representation of a collision
between a vehicle 100 including a device 102 according to one
exemplary embodiment and a further vehicle 106. Shown are the
trajectories of the three vehicles 100, 106, 108 from FIG. 1. The
arrows represent the respective movement directions of the three
vehicles. The dark arrows extending close to hazard area 110
represent a trajectory of vehicle 100, the light arrows represent a
trajectory of further vehicle 106, and the dark arrows extending in
the left lane represent a trajectory of oncoming vehicle 108. Shown
are a first image 300, which represents the course of the
trajectories of the three vehicles without intervention by the
device for controlling vehicle 100, and a second image 302, which
represents the course of the trajectories of the three vehicles
with intervention by the device for controlling vehicle 100.
[0061] Oncoming vehicle 108 carries out the same movement in both
traffic situations since it is not influenced by the
countersteering of vehicle 100. Oncoming vehicle 108 attempts to
prevent the accident by a minor evasive maneuver.
[0062] The initial behavior of further vehicle 106, i.e., its
evasive movement in the direction of vehicle 100 prior to the
collision, is also the same in both cases and represented by a
curved arrow. A small star represents the point in time of the
collision between the two vehicles 100, 106, a lateral collision in
this case. It is not possible to avoid the collision by the
behavior of further vehicle 106.
[0063] In image 300, vehicle 100 is driving straight ahead. During
the lateral collision, vehicle 100 experiences a strong lateral
momentum, as a result of which the driving direction is changed
toward hazard area 110. Vehicle 100 thus crashes frontally against
hazard area 110, characterized by a large star, which symbolizes
the high risk of injury during this impact. After the lateral
collision, further vehicle 106 initially continues to drive toward
the right edge of the road since the momentum from the evasive
maneuver is very great, i.e., greater than necessary. After the
lateral collision, further vehicle 106 is situated, for example, in
the prior location of vehicle 100 since this was pushed off roadway
104. In image 302, in contrast, the device of vehicle 100 already
measures the behavior of passing vehicle 106 prior to the lateral
collision and changes the direction of vehicle 100 slightly to
intercept the lateral impact to some degree. After the lateral
impact, vehicle 100 moves only slightly still in the direction of
hazard area 110 and may then be intercepted, for example with the
aid of secondary collision mitigation, by an emergency braking
function to prevent subsequent collisions after an initial
collision. Further vehicle 106 receives a slight counter momentum
and, in this example, again drives to some degree in the direction
of oncoming vehicle 108. Alternatively, further vehicle 106 could
also just simply continue to drive straight ahead. However, due to
the evasive maneuver of oncoming vehicle 108, there is sufficient
room, so that severe accidents may be avoided for all road
users.
[0064] FIG. 4 shows a flow chart of a method 400 according to one
exemplary embodiment. Method 400 for controlling a vehicle may be
carried out in conjunction with a device described above based on
FIGS. 1 through 3, for example. Method 400 includes a step 410 in
which of hazard area information and the approach information are
read in. In a further step 420, the collision parameter is
ascertained, using the approach information. Finally, in a step
430, the control signal is generated, using the collision parameter
and the hazard area information.
[0065] If one exemplary embodiment includes an "and/or" linkage
between a first feature and a second feature, this should be read
in such a way that the exemplary embodiment according to one
specific embodiment includes both the first feature and the second
feature, and according to an additional specific embodiment
includes either only the first feature or only the second
feature.
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